eisenhuth



Patented Feb. '28, I899.

J. w. EISEN'HUTH. AIR AND GAS E-NG INE.

(Application filed 110v. 16, 189 7.)

' 6 Sheets-Sheet I.

(No Model.)

INVENTOR 9 9 B 3 2 .m a F d .W n ,6 t a P H T U H N E w E W 5 0 2 6 0AIR AND GAS ENGINE.

(Applicafion filed Nov. 16, 1897.)

B Sheets-Sheet 2.

(No Model.)

i E II WITNESSES INVE TOR No. 620,554. Patented Feb. 28, I899. J; W.EISENHUTH.

AIR AND GAS ENGINE.

(Application filed Nov. 16, 189 7.)

B Sheets-Sheet 3.

(No Model.)

WITNESSES co. mm'u-umo" WASHINGTON u c No. 620,554. Patented Feb. 28,I899. J. W. EISENHUTH.

AIR AND GAS ENGINE.

(Application filed Nov. 16, 1897.)

(Nu Model.) 6 Sheets-$heej 4.,

WITNESSES Patented Feb. 28, I899.

J. W. EISENHUTH.

AIR AND GAS ENGINE.

(Application filed 36V. 16, 1897.)

INVENTOR (No Model.)

m2 uunms wsrzns co. Moro-um" WASHINGTON, n. c.

WITNESSES No. 620,554. Patented Feb. 28, 1899. J. W. EISENHUTH.

AIR AND GAS ENGINE.

(Application filed Nov. 18, 1897.)

6 Sheets8heet 6.

(No Model.)

WITNESSES "m: ews PETER: co, anorau-mu, WASHINGTON. me.

UNTTED STATES PATENT ()FFICE.

JOHN WV. EISENHUTH, OF NEIV YORK, N. Y., ASSIGNOR TO ELLA V. EISENHUTH,OF SAME PLACE.

AIR AND GAS ENGINE.

SPECIFICATION forming part of Letters Patent No. 620,554, dated February28, 1899;

Application filed November 16, 1897. Serial No. 658,717. (No model.)

To all whom it may concern:

Be it known that 1, JOHN W. EISENHUTH, a citizen of the United States,residing at New York, in the county of New York and State of New York,have invented certain new and useful Improvements in Air and GasEngines; and I do hereby declare the following to be a full, clear, andexact description of the inventlon, such as will enable others skilledin the art to which it appertains to make and use the same.

My invention relates to improvements in air and gas engines, and moreparticularly to that class of engines which are adapted to use mixturesof air and gas or oils to operate a piston and also adapted to usecompressed air for operating a piston.

It consists in providing an engine with one or more cylinders adapted tobe operated by a mixture of gas or oil and air and one or more cylindersadapted to be operated by compressed air, the said cylinders beingadapted to be operated to assist each other, and means for controllingthe admission and exhaust of the air and gas mixtures and the compressedair.

It further consists in providing an engine with a cylinder adapted touse a gas or oil and air mixture, a cylinder for compressing the saidair and gas or other mixture and forcing it into the first-mentionedcylinder, and in also providing it with a cylinder adapted to receivecompressed air to assist in operating the engine in conjunction with theaforesaid air and gas or oil mixture cylinder.

It also consists in certain other novel constructions, combinations, andarrangements of parts, all of which will be hereinafter more fullydescribed and claimed.

In the accompanying drawings, Figure 1 represents a front elevation ofmy improved air and gas engine, portions thereof being shown in sectionto more fully reveal the construction. Fig. 2 represents a horizontaltransverse section through the cylinders of the said engine on the line1 1 of Fig. 1. Fig. 3 represents a similar sectional view taken on theline 2 2 of Fig. 1. Fig. 4 represents a vertical central section throughthe air and gas cylinder. Fig. 5 represents a vertical section takencentrally through the compressed-air cylinder, also showing a condenserand compressed-air tanks connected therewith. Fig. 6 represents acentral vertical section of the condenser. Fig. 7 represents a centralvertical section through one of the compressed-air tanks. Fig. 8represents a detail sectional view illustrating the communicationbetween a compression-chamber of the gas-engine and an exploding-chamberand also showing the means for producing a spark to ignite the gaseousmixture.

A in the drawings represents a cylinder adapted to receive an air andgas or oil mixture for operating the piston therein.

B represents a compressing-cylinder for compressing gaseous mixtures tobe used in cylinder A.

0 represents a cylinder adapted to receive charges of compressed air foroperating the piston therein, and D represents the main shaft of theengine.

In constructing gas-engines I find upon repeated experiments that agreat saving in the use of gas or oil can be obtained by the use ofcompressed air to assist in operating the engine, a great increase ofpower being at the same time contributed by this combination. Thecompressed-air mechanism of the engine when constructed in accordancewith my invention is ever ready to start the operation of the engine, aswell as to assist in its continued action.

As illustrated in the drawings, Iprefer to construct my improvedgas-engine with three cylinders, one of which is to be operated by anair and gas or oil mixture, the second of which is adapted to compressthe said mixture and force it into the said cylinder, and the third ofwhich is adapted to be operated by compressed air. The main shaft D ofthe engine is preferably mounted in a suitable baseframe, as cl, beingjournaled in bearings, as d, at one or more points'upon the said frame.Formed upon said shaft are cranks adapted to be operated by thecylinders of the engine, the crank d being connected by means of apitman d with a piston-rod d, which extends into the cylinder A. Thepiston-rod d is provided with a piston 61 of suitable size, which fitsinto the cylinder A and is adapted to be reciprocated therein forimparting movement air forced into the same.

to the crank (F. A suitable packing-gland, as a, is adapted to surroundthe piston-rod d and prevent any leakage or escape of the gaseousmixtures which explode in the cylinder.

A. Themain shaft D also carries a crank, as d which operates a pitmand". The pitman 61 is connected with a piston -rod d which extends intothe compressor-cylinder B, and has secured to it a piston d", which iscaused to reciprocate in the cylinder B through the action ofthe crankd, so as to draw in and compress an air and gas mixture and force thesame into the compressionchambers and exploding-chambers of thegascylinder A. The piston-rod d may also be provided with a suitablepacking-gland, as (Z A crank c is also formed upon the shaft B and isconnected with a pitman c, which in turn is pi'votally connected with apiston-rod 0 which extends into the compressed-air cylinder 0. Thepiston-rod c carries a piston 0 which is adapted to be reciprocated inthe cylinder 0 by the charges of compressed The piston-rod c is alsoprovided with a packing-gland, as 0 to prevent the leakage of thecompressed air. In order to guide the outer ends of the pistonrods (1d", and c suitable guides, as E, are secured to the frame of the engineand are adapted to be engaged by roller-bearings connected with thecross-head of each piston-rod. As illustrated in Fig. 4 of the drawings,the cross-head may be provided with an extension, as e, adapted toextend through a slot formed in the guide-plate E and carryingbearing-rollers, as e, which engage the front and rear surfaces of theguide-plate E, and thus form a guide to direct the movement of thepiston-rods. \Vhile the rollers 6 may be of any suitable construction,yet I prefer to mount them on ball or roller bearings, as 6 (Illustratedin Fig. 40f the drawings.) In this construction the roller 6 consists ofan outer rim portion between which and a stud or shaft e secured to theextension 6, are interposed balls or rollers to afford anantifriction-bearing for the said rim portion. As illustrated in Fig. 5,the numbers of rollers upon each side of the guide-plate may beincreased. As illustrated in the said figure, two rollers, as e e, aremounted upon the cross-head extension 6 in front of the guide-plate E, asingle roller, as (a being mounted on the rear side of the saidguide-plate. As also illustrated in this figure, the rear roller may bemade adj ustable, being journaled in movable blocks, as 6 which slide inguide-slots, as e formed in the extensions of the cross-head. Anadjusting-screw, as e, is adapted to engage the said block to adjust itwith reference to the guide-plate. It will be seen that by thisconstruction any wear of the parts can be readily taken up bymanipulating the adj ustingscrew e".

I make no claim under this application for the construction ofroller-bearing cross-heads and the guides therefor, as illustrated inconders A, B, and O.

nection with the rest of the mechanism shown in Figs. 4 and 5 of thedrawings, as the same constitutes the subject-matter of anotherapplication filed by me on the 10th day of February, 1899.

The main shaft of the engine D is provided with a spiral gear adapted toengage a corresponding spiral gear upon the lower end of a Verticalshaft F, mounted in suitable bearings upon the frame of the engine. Thesaid spiral gears are preferably inclosed in an oi1- tight casing, as D,so that the gears may be made to run in oil and thoroughly protectedfrom dust and dirt. The upper end of the shaft F carries a spiral gear,as f, which meshes with a corresponding spiral gear f, secured to ashaft f The said gears f f are also mounted in a dust-tight casing. Theshaft f is preferably mounted horizontally of the engine and suitablebearings formed thereon and extends along behind the cylin- It alsocarries a spiral gearwheel, as f whichmeshes with another spiral gear,as f, secured to one end of a horizontal shaft f which is mounted in theframe of the engine and extends transversely of the same, preferablybetween the cylinders A and B, to the forward side of the engine. It isprovided upon its forward end with a spiral gear, as j, which is adaptedto mesh with and actuate aspiral gear g, mounted upon a shaft G. Theshaft G is arranged upon the front of the engine and is jou rn aled insuitable bearings formed thereon, the said shaft G and the shaft f beingadapted to operate the valves of the engine, as will be hereinafter morefully described.

The means for mixing the gas or oil with air for use in my improvedengine forms no part of this invention, and it is therefore notillustrated nor described, it being accomplished by any suitable meansand fed to the engine through inlet-pipes, as a a. Thecompressing-piston d upon being reciprocated draws or sucks theair-mixture into the cylinder B from the said inlets a a through valvecontrolled openin gs therein. These openings are controlled by thevalves a a which have stems a and engage a suitable bearing. A spring,as a, engages a shoulder formed upon the said stems and normally holdsthe said valves in their closed position. The shape'of the valves asillustrated in the drawings is such that the gas and air mixture can bedrawn into the compressing-cylinder, but cannot pass back through thevalve again. After drawing the charge of gas and air mixture into thecylinder the piston d is then adapted upon the return stroke to compressand force the said mixture through a valved opening into the compressionchambers or passages H H, there being two of these chambers arranged ateach end of the compressing-cylinder.

The entrances to the com pression-chambers are also controlled by meansof spring-operated valves h h, which are so formed that a charge may beforced into the compressionchambers, but cannot return into thecompressing-cylinder. Each compression-chamber H H communicates with twoexplodingchambers h h, formed at each end of the cylinder A, theentrance into the said explodingchambers being controlled by the valves7L2. These valves are held closed normally by springs, as 7L3 its,surrounding their stems and engaging annular shoulders formed thereon.These springs h 7&3 are made sufficiently stiff and strong to hold thevalves k 71/2 closed against the pressure of the air and gas mixture inthe compression-chambers H until they are forced open by suitablemechanism, as will be hereinafter described. The exploding-chambers h h"communicate with the interior of the cylinder A through the valvedopenings leading to the entrance-ports of the said cylinder. The valvesk which control these openings, are mounted in suitable packing-bearingsformed in the walls of the exploding-chambers, the stems of the saidvalves being extended into passage-ways 72., leading to the ports h ofthe cylinder A. As it is always desirable to ignite the explosivemixture whenever it is forced into the cylinder A, the stem of eachvalve h is provided with a contact, as W, adapted to engage aspringcontact 7L8, mounted in the wall ofthe chamber 71;. The end of thecontact h extends through the wall of the said chamber and is thoroughlyinsulated therein, as at h, the outer end of the said stem portion beingconnected, by means of a wire, with any source of electricity. The stemof the valve h is also connected with the said electrical source andnormally completes a circuit therewith. It will be seen that when thevalve h is forced open the contacts will be separated and will snap byeach other, thus breaking the circuit and producing a sparkwhich willignite the gas mixture at once and simultaneous with its entrance intothe cylinder A. While this sparking mechanism may be used constantly,yet after the engine has been running awhile and becomes thoroughlyheated a platinum point or stud, as h may be used for this purpose, thesaid stud being mounted so as to extend into the passageway and beingkept red-hot by the heat of the engine. The cylinderA is preferablyprovided with two inlet-ports at each end thereof, and therefore twoexploding-chambers, as above described, which are adapted to be chargedalternately. By this construction 7 one exploding-chamber can bethoroughly exhausted of the spent and burned gases while the other isbeing recharged. This construction is of great importance, as itoperates to prevent the parts from becoming too highly heated and givesample time for the thorough exhaustion of 'the spent gases and preventsthe liability of any back firing of the gas mixture into thecompression-chambers. Each end of the cylinder A is further providedwith exhaust-ports, as j, which communicate with exhaust-chambers J J.These exhaustchambers are provided with valves, as j, which are normallyheld closed by springs 9' and are adapted to be opened at the propertime by mechanism to be described hereinafter. In order to operate thevalves k 7L2, controlling the communication between theexplodingchambers and the compressionchambers, I mount cams, as g g,upon the shaft G, the said cams being adapted to engage forked levers,as g 9 pivotallymounted upon the engine. The free ends of the levers gengage the ends of the said valvestems and force them open in accordancewith the movement of the said cams. The cams are adapted to operate thevalves alternately to cause the proper charging of explodingchambers. Inorder to operate the valves 7t 7t, controlling the entrance of thegaseous mixture into the cylinder A, I also secure to the shaft Gsuitable cams, as 9 which engage levers g pivotally mounted upon theframe of the engine. The free ends of these levers engage the ends ofthe said valvestems and operate them in accordance with the movement ofthe cams. The cams are so timed as to operate the said valves halternately at the proper time. In order to force the valves7",controlling the exhaust-passages, at the proper time, I secure a cam3' to the shaft f The said cam engages levers j j which are adapted tocome in contact with the ends of the valve-stems and force them open inaccordance with the movement of the said cam 7 The gearing between theshafts f and G is so constructed as to cause the latter shaft to revolvebut once upon every two revolutions of the former shaft in order toproduce the required movement of the various cams above described.

The cylinder 0 is adapted to receive its supply of compressed airthrough an inlet-passage c The passage c connects with the ends of thecylinder 0 by means of valve-controlled passages 0 .trol these'passages,are adapted to be held normally closed by means of springs a and are soconstructed that the air can only pass through them when the valves areopened by means of suitable mechanism. In order to open the said valves,a cam, as g which engages levers g the said levers being adapted tooperate the valves 0 through their stems 0 is mounted upon the shaft G.The cam g is adapted to open the said valves alternately to allow thecompressed air to enter the ends of the cylinder 0 alternately asdesired. Upon the other side of the cylinder is formed an exhaustpassage-way 0 communicating with both ends of the cylinder and connectedwith valve passage-ways- These passage-Ways are provided withvalves-similar to the valves 0 c and are adapted to be operated by meansof levers, as 0 o similar to the levers g g, which levers c are operatedat the proper time by means of a cam f secured to the shaft f The cam fis so The valves 0 which conmounted on the shaft f as to exhaust thecylinder alternately to correspond with the charging thereof. Inconstructing the cylinders of my engine,while they may be formedseparately, yet they are cast all in one piece with the exception of theheads, which may be secured in place afterward in any suitable manner.The gas-cylinder A is preferably constructed with a water-jacket, as A,surrounding the same to assist in keeping the temperature of saidcylinder from reaching too high a point.

In connection with my improved mechanism above described I also assistthe operar 5 tion of my engine and materially increase its power andeconomy by means of certain condensing heating apparatus, aswill now bedescribed. The exhaust from the compressedair cylinder is conductedthrough a pipe, as 713, to a condensing-cylinder K and is adapted to beexhausted therefrom by means of a pump, as In, of any suitableconstruction, which is connected with the said condenser. In order tooperate the piston of the pump is, I connect thev same with a lever, ask the said lever being fulcrumed upon an arm 10 upon the frame of theengine. The other end of the lever 10 is connected by means of a link 10with the cross-head of the piston-rod 0 It will be seen that upon thereciprocation of the piston-rod c the lever 10 will be rockedandcommunicate a reciprocating movement tothe piston or pump it. The pumpit is connected by means of suitable piping with compressed-aircylinders, as L, and the pump it is then adapted to draw out the exhaustfrom the condenser K and force it after it has been cooled therein intothe compressing tanks or cylinders L L, a check-valve being used in thesaid piping to prevent any backflow of the compressed air into the pump.In order to cool the air and exhaust from the air-cylinder, Icontemplate providing the condenser with a series of pipes, as 70 10through which a cooling liquid, as cold water or other suitable fluid,may be passed. By making the pipes it numerous and reasonably thin theheated air from the engine may be quickly condensed or cooled.

In Fig. 6 of the drawings I have illustrated one way in which water orother cooling liquid may be forced into the condenser. In this View Millustrates a circular pump adapted to draw water from any suitablesource and force it into one end of the condenser, as at m. It wouldthen pass through the pipes therein to the opposite end of thecondenser, as at m, and out through a discharge-pipe m It will beapparent that the water might be caused to flow through the saidcondenser by placing a head of water above the said condenser andallowing it to pass out through the pipes thereof. Any other means maybe employed for forcing the water through the condenser. After theexhaust from the airengine has been thus cooled it can be compressedinthe air-tanks L L more easily than ther increase the capabilities of myimproved engine, I also contemplate heating the air in the said tanks toincrease its expansive power before using it in the air-chamber. purposeI utilize the hot exhaust from the gas-cylinder A, passing the samethrough suitable pipes, as Z ,'which run through the air-tanks L. Thesepipes Z may be extended from end to end of the said tanks L, asillustrated in the drawings, or they may be arranged in'a coil form. Anyother arrangement of pipes can be used without departing from the spiritof my invention. It will be readily seen that by passing the exhaustfrom the gas-engine I will be enabled to use the great heat which isgenerated by the action of the said cylinder, and thus greatly increasethe expansive power of the air in the tanks for use in the air-cylinder.The air- .cylinders are connected with an air-engine by if it remainedin a heated condition. By means of the use of a three-way cock, as Z,the pump may be caused to compress the air in but one tank at a time,,sothat the compressed air from the other tanks may be used to run theair-engine cylinder. Gages, as Z, may be mounted upon the tanks L toindidicate the amount of compression which th air inside has undergone.In order to fur- For thismentioned this, that the pump need not becranks will never be upon a dead-center at the same time and the pistonsof the gas-cylinder and the air-cylinder will greatly aid each other intheir operation.

It will be apparent from the above description that I have produced anengine which is capable of great power and yet one which is simple inconstruction and operation. An engine constructed in this manner isunder perfect control and may be started at any time, for by reason ofthe system of compressed-air tanks some of the tanks will always becharged with compressed air and can be used in the air-cylinder at anytime to start the engine. The continued use of the compressed air in theair-cylinder adds greatly to the power of the engine, and on account ofthe system of cranks by which the different piston-rods used in myinvention'are connected to one common shaft the air-engine is adapted toaid the gas engine and the com pressor at all dead-centers,

thus increasing the smooth running of the engine. By means of my systemof condensing the air which has been highly heated in the engine andcompressing itin tanks for use again and heating the said air afterbeing compressed I produce great economy in the forces used in theengine and increase its power and capability to a great. extent. I alsocontemplate conducting the exhaust from the gas-engine after its heathas been utilized to increase the expansive power of the air in theair-tanks to the condenser and cooling it in conjunction with the airfrom the air-cylinder and compressing it therewith in the airtanks.This, in addition to the use of the said exhaust again, prevents anynoise which would otherwise accrue from discharging the exhaust into theopen air. It will be apparent, however, that I may discharge the exhaustdirectly into the open air without affecting the construction andoperation of my device.

Although I have above described the use of a pump for forcing coldliquids through the pipes of the condenser for cooling the hot air andexhaust from the engine, yet it will be apparent that I could employ afan or blower of any suitable construction for forcing cold air throughthe said pipes to cool the exhaust and cause the condensation of thesame without departing from the spirit of my invention. I could also useany other similar mechanism for accomplishing these ends.

InFig. l of the drawings I have indicated at A a valve of any suitableconstruction which is adapted to act as a snifting-valve or asafety-valve, it being constructed like the other valves in the engineand loaded with a spring of suitable stiffness to prevent its openingunder the ordinary action of the engine. In the case of an accidentalfiring of the explosive mixture in the compression-chamber from anycause these valves will act as safety devices and prevent any harm fromcoming to the engine-casing. I contemplate using any suitable form ofsafety-valve for this purpose. I

Having now described my invention, what I claim as new, and desire tosecure by Letters Patent, is-

1. In an air and gas engine, the combination with a main shaft providedwith crank portions, of pistons connected to the same, cylinders toinclose the said pistons, means for running one of said pistons by meansof a gaseous or explosive mixture, means for operating another piston bycompressed air, a third piston being operated by one of the cranks inconjunction with the piston in the gas-cylinder to compress and forcethe gaseous and explosive mixture into the said gas-cylinder,substantially as described.

2. In a gas-engine, the combination with a suitable cylinder, of acompressor adapted to draw in and compress a gaseous mixture from anysuitable source, compression-chambers arranged at each end of the saidcylinder to receive the said compressed mixture, explodin g-chambersseparate from the compressionohambers, means for connecting the saidchambers and connecting with ports leading into the cylinder, and valvesfor regulating the charging and exploding of the gaseous mixture in theexplodingchambers alternately at each end of the cylinder, substantiallyas described.

3. In agas-engine, the combination of a cylinder having one or moreinlet-ports at each end, exploding chambers communicating with eachinlet-port, valves for regulating the admission of an explosive mixtureto said ports at predetermined intervals, compression-chambers at eachend of the cylinder separate from the said exploding-chambers, valvesfor controlling the communication between the exploding and compressionchambers, a compressor adapted to force a gas and air mixture into thesaid compression-chamber,valves for controlling the said compressedmixture and means connected with the main shaft of the engine forcontrolling the operation of the valves, substantially as described.

4. In a gas-engine, the combination with a suitable cylinder, ofcompression-chambers formed at each end thereof, two explodingchambersconnected with each compressionchamber, valves for regulating the flowof the compressed mixture from the compressionchamber to theexploding-chambers, cams adapted to engage the stems of the said valves,springs for normally holding the said valves closed and means connectedwith the main shaft of the engine for operating the said cams,substantially as described.

5. In a gas-engine, the combination witha suitable cylinder, ofcompression-chambersv adapted to receive charges of compressed explodingmaterial, exploding-chambers separate from the compression-chambers,valves for controlling the passage of the compressed material from thecompression-chamber to the exploding-chambers and from theexploding-chambers to the cylinder, levers mounted upon the engine andadapted to engage the ends of the stems of said valves, cams adapted toengage the said levers and means connecting the said cams with a movingpart of the engine for operating the said cams, substantially asdescribed' 6. In a gas-engine, the combination with a suitable cylinder,of compression-chambers formed at each end thereof, exploding-chambersinterposed between the compressionchambers and the ends of thecylinders,valves for controlling the movement of the compressed mixturethrough the said chambers to the cylinder, a transverse shaft mountedupon the engine-cams secured to said shaft and adapted to engage thestems of said valves, spiral gearing interposed between the said shaftand a working part of the engine for communicating motion to said cams,substantially as described.

7. In a gas and air engine, the combination with suitable cylinders forreceiving a gasexploding mixture and compressed air, ofcompression-chambers, exploding-chambers, valves for regulating the flowof an explosive mixture through the same, exhaust-passages alsoconnected to the said cylinder, valves for controlling the said exhaust,valves for controlling the admission of compressed air to theair-cylinder and valves for controlling the exhaust therefrom, a shaftfor controlling the inlet-valves, and a shaft for controlling theexhaust-valves, cams upon said shafts engaging said valves and spiralgearing interposed between the said shafts andmeans c011- necting thesaid shafts with a working part of the engine for operating the same,substantially as described.

8. In a gas and air engine,-the combination with suitable cylinders, ofmeans for forcing an exploding mixture into the gas-cylinder, valves forcontrolling the flow of the said mixture,exhaust-passages also connectedwith the said cylinder, valves for controlling the saidexhaust-passages, means for supplying compressed air to the saidconipressed-aircylinder, valves for controlling the said supply,exhaust-passages also connected with the said air-cylinder, valves forcontrolling the said exhaust-passages, a shaft mounted upon the saidengine,cams mounted upon the said shaft adapted to engage the stems ofthe said inletvalves, another shaft mounted upon the said engine, camsmounted upon the said shaft, the said cams being adapted to engage thestems of the exhaust-valves for operating the same, gearing interposedbetween the said shafts and means connecting the said shafts with themain shaft of the engine for imparting movement thereto, substantiallyas described.

9. In a gas-engine, the combination with a suitable cylinder, of acompressor for forcing a gas mixture into the same, compressionchambersto receive the same, explodingchambers for receiving the mixture fromthe compression-chambers, valves for controlling the admission of themixture from the exploding-chamber to the said cylinder, the stems ofthese valves extending into the passage communicating with the cylinderand being provided with a projection, a spring-contact adapted to engagethe said projection when the valve-stem is closed, means' for insulatingthe said valve-stem and the said projection, means for connecting thesaid valve-stem and the said contact with the poles of an electriccircuit, the construction being such that upon the opening of the valvethe circuit will be broken whereby a spark is produced to ignite the gasmixture, substantially as described.

10. In an air and gas engine, the combination with a suitable shaft, ofa piston connected therewith, adapted to be operated by an explosivemixture, a piston connected to said shaft, and adapted to be operated bycompressed air, means for delivering compressed air thereto, means forconveying away the exhaust of the air-cylinder, a condenser adapted toreceive the said exhaust, a pump connected with said engine for drawingoff the said exhaust from the condenser and forcing the same into tanks,tanks for receiving the said exhaust, the said tanks forming acompressed-air supply for running the compressed-air cylinder, and meansfor connecting the said tanks with the said en-.

gine, substantially as described.

11. In an air and gas engine, the combination with a suitable shaft, ofa piston connected therewith adapted to be operated by an explosivemixture, a piston also connected with said shaft and adapted to beoperated by compressed air, means for supplying compressed air tooperate the air-piston, a condenser comprising a tank adapted to receivethe exhaust from the air-cylinder, means for passing a cooling fluidthrough the said condenser for condensing the exhaust, a pump connectedto said condenser, a lever mounted upon the frame of the engine andconnected to the piston-rod of the air-engine, said pump being adaptedto draw out the cooled air from the condenser and force it into tanks,compressed-air tanks adapted to receive a cool exhaust from the pump, acheck-valve to prevent the back throw of the compressed air and meansfor heating the air in the compressed-air tanks for increasing itsexpansive power, substantially as described.

12. In an air and gas engine, the combination with a shaft, of a pistonconnected therewith, and adapted to be operated by an explosive mixture,a piston also connected with said shaft and adapted to be operated bycompressed air, means for supplying compressed air to operate saidlatter piston, a condenser adapted to receive the exhaust from the saidair-engine, means for forcing a cooling liquid through the saidcondenser to cool the exhaust, a pump connected with the said engineadapted to draw out the cooled air and force it into tanks, tanksadapted to receive the air from the pump, means for conducting theexhaust from the gas engine through the said air-tanks whereby the greatheat of the said exhaust will be imparted to the air in thecompressed-air tanks for greatly increasing its expansive power, andmeans for connecting the said tanks with an air-cylinder for supplyingcompressed air thereto, substantially as described.

In testimony whereof I afiix my signature in presence of two witnesses.

JOHN W. EISENHUTH. WVitnesses:

JOHN A. HILTON, JAMES J. IVIURPHY.

